CN112081901B - Power transmission device for vehicle - Google Patents

Power transmission device for vehicle Download PDF

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Publication number
CN112081901B
CN112081901B CN202010527265.2A CN202010527265A CN112081901B CN 112081901 B CN112081901 B CN 112081901B CN 202010527265 A CN202010527265 A CN 202010527265A CN 112081901 B CN112081901 B CN 112081901B
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CN
China
Prior art keywords
oil
supply hole
rib
oil supply
path
Prior art date
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Active
Application number
CN202010527265.2A
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Chinese (zh)
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CN112081901A (en
Inventor
松井政宪
马场伸一
末永真一郎
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of CN112081901A publication Critical patent/CN112081901A/en
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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • F16H57/042Guidance of lubricant
    • F16H57/0421Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0424Lubricant guiding means in the wall of or integrated with the casing, e.g. grooves, channels, holes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00Arrangement or mounting of electrical propulsion units
    • B60K1/02Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405Housings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44Series-parallel type
    • B60K6/445Differential gearing distribution type
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/02Gearboxes; Mounting gearing therein
    • F16H57/03Gearboxes; Mounting gearing therein characterised by means for reinforcing gearboxes, e.g. ribs
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • F16H57/042Guidance of lubricant
    • F16H57/0421Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
    • F16H57/0423Lubricant guiding means mounted or supported on the casing, e.g. shields or baffles for collecting lubricant, tubes or pipes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • F16H57/0434Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0436Pumps
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • F16H57/0434Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0441Arrangements of pumps
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • F16H57/045Lubricant storage reservoirs, e.g. reservoirs in addition to a gear sump for collecting lubricant in the upper part of a gear case
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/04Features relating to lubrication or cooling or heating
    • F16H57/0467Elements of gearings to be lubricated, cooled or heated
    • F16H57/0469Bearings or seals
    • F16H57/0471Bearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00Type of vehicle
    • B60Y2200/90Vehicles comprising electric prime movers
    • B60Y2200/92Hybrid vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00Other features of vehicle sub-units
    • B60Y2306/03Lubrication
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H57/00General details of gearing
    • F16H57/02Gearboxes; Mounting gearing therein
    • F16H2057/02039Gearboxes for particular applications
    • F16H2057/02043Gearboxes for particular applications for vehicle transmissions
    • F16H2057/02052Axle units; Transfer casings for four wheel drive
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Details Of Gearings (AREA)

Abstract

The invention provides a power transmission device for a vehicle, which can guide a required amount of oil into an oil supply hole even when the flow speed of oil flowing in an oil guide part is high. The flow rate of the oil is reduced by diverting the oil flowing in the first path (L1) by means of a diverting rib (86). Further, the branched oil flowing through the first path (L1) and the second path (L2) merges directly above the oil supply hole (70), so that the oil flowing through the first path (L1) collides with the oil flowing through the second path (L2), thereby changing the flow direction of the oil and guiding the merged oil to the oil supply hole (70). Thus, even if the flow rate of oil increases, the oil flowing at a position deviated from the oil supply hole (70) can be reduced, and the flow rate of the oil introduced into the oil supply hole (70) can be suppressed to be smaller than the required amount.

Description

Power transmission device for vehicle
Technical Field
The present invention relates to a power transmission device for a vehicle, and more particularly to a technique for eliminating shortage of oil supply.
Background
Patent document 1 discloses a power transmission device including: an oil supply hole 41a is formed in the bearing support portion 41 of the housing 11, and oil is supplied to the bearing 31 and the like through the oil supply hole 41a to lubricate the bearing 31 and the like. Patent document 1 discloses a technique in which an oil guide 7 for guiding oil to an oil feed hole 41a is provided in a housing 11.
Prior art literature
Patent literature
Patent document 1: japanese patent laid-open publication No. 2017-47732
Disclosure of Invention
Problems to be solved by the invention
However, when the oil is guided from the obliquely upward direction of the oil supply hole to the oil supply hole, if a path for guiding the oil from the obliquely upward direction of the oil supply hole to the oil supply hole is formed only by the oil guiding portion, if the flow rate of the oil flowing through the path becomes high, the oil may flow to a position deviated from the oil supply hole, and the flow rate of the oil introduced into the oil supply hole may be smaller than necessary, resulting in insufficient lubrication.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a power transmission device for a vehicle capable of introducing a required amount of oil into an oil supply hole even when the flow rate of oil flowing through an oil guide portion is high.
Means for solving the problems
The first aspect of the present invention is (a) a power transmission device for a vehicle that includes a housing provided with an oil supply hole for supplying oil to a portion to be lubricated, the power transmission device for a vehicle guiding the oil from an obliquely upper direction of the oil supply hole to lubricate the portion to be lubricated, and (b) the power transmission device for a vehicle that includes a first oil guide portion that forms a first path that guides the oil from the obliquely upper direction of the oil supply hole toward the oil supply hole and a second oil guide portion that forms a second path that branches the oil flowing in the first path from a middle of the first path and merges directly above the oil supply hole, the first oil guide portion being provided with a first oil guide portion.
In addition, in the power transmission device for a vehicle according to the second aspect of the present invention, the oil flowing from obliquely above the oil supply hole toward the oil supply hole is oil discharged from a mechanical oil pump, and the oil pump is driven to rotate via a rotating member that is linked to a drive wheel.
In addition, a third aspect of the present invention is the vehicle power transmission device according to the first or second aspect of the present invention, wherein the portion to be lubricated is a bearing fitted to an inner peripheral portion of a cylindrical member in which the oil supply hole is formed.
Effects of the invention
According to the vehicular power transmitting device of the first aspect of the invention, the flow rate of the oil is reduced by flowing the oil flowing through the first oil guide portion by the second oil guide portion. Further, the branched oil flowing through the first path and the second path merges directly above the oil supply hole, and therefore the oil flowing through the first path collides with the oil flowing through the second path, whereby the flow direction of the oil is changed and the merged oil is introduced into the oil supply hole. Thus, even if the flow rate of the oil increases, the oil flowing at a position deviated from the oil supply hole can be reduced, and the flow rate of the oil introduced into the oil supply hole can be suppressed from being smaller than the required amount.
In the power transmission device for a vehicle according to the second aspect of the invention, since the oil discharged from the mechanical oil pump driven to rotate via the rotating member linked to the drive wheel is supplied from obliquely above the oil supply hole toward the oil supply hole, the flow rate of the oil discharged from the oil pump is also increased in proportion to the vehicle speed. In this regard, since the second oil guide portion is provided, even if the flow rate of the oil discharged from the oil pump becomes high, the oil can be efficiently introduced into the oil supply hole.
In the power transmission device for a vehicle according to the third aspect of the invention, the oil flowing into the oil supply hole is supplied to the bearing fitted to the inner peripheral portion of the cylindrical member, whereby the bearing can be effectively lubricated.
Drawings
Fig. 1 is a schematic diagram schematically showing the structure of a hybrid vehicle to which the present invention is applied.
Fig. 2 is a view of the axle housing of fig. 1 as seen from the gear chamber side.
Fig. 3 is an enlarged view of the periphery of the oil supply hole of fig. 2.
Fig. 4 is a diagram schematically showing the flow of oil when the oil is discharged from the pipe toward the bulkhead of the axle housing.
Fig. 5 is a view schematically showing a flow of oil that moves downward through a gap between the step and the rib of fig. 4 until the oil flows into the oil supply hole.
Description of the reference numerals
10: power transmission device for vehicle
14: driving wheel
38: differential gear ring (rotating component linked with driving wheel)
40b: axle housing (Shell)
62a: bearings (lubrication needed parts)
70: oil supply hole
72: bearing support (cylindrical member)
78: first rib (first oil guide)
86: flow dividing rib (second oil guiding part)
L1: first path
L2: second path
P1: differential linkage oil pump (mechanical oil pump)
Detailed Description
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following examples, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily accurately drawn.
Examples
Fig. 1 is a schematic diagram schematically showing the structure of a hybrid vehicle 8 (hereinafter, referred to as a vehicle 8) to which the present invention is applied. The vehicle 8 includes a vehicle power transmission device 10 (hereinafter, referred to as a power transmission device 10) between the engine 12 and a pair of left and right driving wheels 14l, 14r (hereinafter, referred to as driving wheels 14 unless distinguished). The power transmission device 10 is preferably applied to a hybrid vehicle of FF (front engine/front drive) type. The power transmission device 10 is a hybrid power transmission device that transmits power output from the engine 12 and the second electric motor MG2, which are driving force sources for running, to a pair of left and right driving wheels 14l, 14r via a differential device 20, a pair of left and right axles 22l, 22r, and the like.
As shown in fig. 1, the power transmission device 10 is configured to include: an input shaft 23 configured to be rotatable about a first axis CL 1; a planetary gear device 24, a first electric motor MG1, and an output gear 26 disposed on the outer peripheral side of the input shaft 23; a power transmission shaft 34 configured to be rotatable about a second axis CL 2; a second electric motor MG2 arranged coaxially with the power transmission shaft 34; a reduction gear 36 provided on the power transmission shaft 34; a middle shaft 32 configured to be rotatable about a third axis CL 3; a counter gear 28 provided on the counter shaft 32 and a differential drive gear 30; and a differential device 20 and axles 22l, 22r rotatably disposed about a fourth axis CL 4. Each of the above-described rotary members is housed in the casing 40 as a non-rotary member. The first to fourth axes CL1 to CL4 are rotation axes arranged parallel to the vehicle width direction of the vehicle 8.
The first motor MG1 and the second motor MG2 are motors having at least one of a function as an engine that generates mechanical power from electric energy and a function as a generator that generates electric energy from mechanical power, and preferably are motor generators that can be selectively operated as an engine or a generator. The first electric motor MG1 has a generator function for receiving a reaction force of the engine 12 and an electric motor function for driving the engine 12 in rotation while the operation is stopped. The second electric motor MG2 has a motor function for functioning as a driving electric motor that outputs power as a driving force source for driving, and a generator function for generating electric energy from the reverse driving power from the driving wheel 14 side by regeneration. In the present specification, power is synonymous with torque and driving force.
The input shaft 23 is connected to the engine 12 via a crankshaft 12a of the engine 12 and a damper or the like, not shown, so as to transmit power. The input shaft 23 is rotatably supported by the housing 40 via a bearing 18 or the like.
The planetary gear device 24 is a single-gear type planetary gear device (differential mechanism) having a sun gear S, a carrier CA, and a ring gear R, which is arranged centering on the first axis CL 1. The planetary gear device 24 functions as a power distribution mechanism that distributes the power of the engine 12 to the first electric motor MG1 and the output gear 26. The sun gear S of the planetary gear device 24 is connected to the first electric motor MG1 so as to be able to transmit power, the carrier CA is connected to the engine 12 via the input shaft 23 and the crankshaft 12a so as to be able to transmit power, and the ring gear R is connected to the output gear 26 so as to be able to transmit power. The ring gear R and the output gear 26 are composed of a composite gear in which the gears are integrally formed.
The first electric motor MG1 is disposed adjacent to the planetary gear device 24 with a partition wall 56 that is a part of the casing 40 interposed therebetween in the first axis CL1 direction. The first electric motor MG1 includes an annular stator 42 fixed to the housing 40 so as not to rotate, an annular rotor 44 disposed on the inner peripheral side of the stator 42, and a rotor shaft 46 coupled to the inner periphery of the rotor 44. A stator coil 48 is wound around the stator 42. The rotor shaft 46 is rotatably supported by the housing 40 via a pair of bearings 47a and 47b disposed on both axial sides.
The output gear 26 is coupled to the ring gear R of the planetary gear device 24 and meshes with a counter gear 28 provided in a counter shaft 32.
The second electric motor MG2 and the reduction gear 36 are disposed rotatably about the second axis CL2, and the second electric motor MG2 and the reduction gear 36 are disposed in parallel with each other with the partition wall 56 interposed therebetween in the direction of the second axis CL 2.
The second electric motor MG2 includes an annular stator 50 fixed to the housing 40 so as not to rotate, an annular rotor 52 disposed on the inner peripheral side of the stator 50, and a rotor shaft 54 coupled to the inner periphery of the rotor 52. A stator coil 55 is wound around the stator 50. The rotor shaft 54 is rotatably supported by the housing 40 via a pair of bearings 57a and 57b disposed on both axial sides.
The reduction gear 36 is integrally provided to the power transmission shaft 34 and meshes with the counter gear 28 provided to the counter shaft 32. By setting the number of teeth of the reduction gear 36 to be smaller than the number of teeth of the intermediate shaft gear 28, the rotation of the second electric motor MG2 is transmitted to the intermediate shaft 32 via the reduction gear 36 and the intermediate shaft gear 28 in a decelerating manner. The power transmission shaft 34 is rotatably supported by the housing 40 via a pair of bearings 59a and 59b disposed on both axial sides.
The intermediate shaft 32 is rotatably supported by the housing 40 via a pair of bearings 61a and 61b disposed on both axial sides.
The intermediate shaft gear 28 and the differential drive gear 30 are provided on an intermediate shaft 32 that rotates around the third axis CL3 so as to be rotatable relative to each other. The counter gear 28 is engaged with the output gear 26 and the reduction gear 36 to transmit power output from the engine 12 and the second electric motor MG2. The differential drive gear 30 is meshed with a differential ring gear 38 of the differential device 20. Therefore, when power is input from at least one of the output gear 26 and the reduction gear 36 to the intermediate shaft gear 28, the power is transmitted to the differential device 20 via the intermediate shaft 32 and the differential drive gear 30.
The differential device 20 and the pair of axles 22l, 22r are rotatably disposed about the fourth axis CL 4. By engaging the differential ring gear 38 of the differential device 20 with the differential drive gear 30, the power output from at least one of the engine 12 and the second electric motor MG2 is input to the differential device 20.
The differential device 20 is configured by a well-known differential mechanism, and transmits power to the pair of left and right axles 22l, 22r while allowing the pair of left and right axles 22l, 22r to rotate relative to each other. Since the differential device 20 is a well-known technology, the description thereof is omitted. The differential device 20 is rotatably supported by the casing 40 via a pair of bearings 62a and 62b disposed on both sides in the fourth axis CL4 direction.
Further, a pump drive gear 64 for driving the differential oil pump P1 (hereinafter referred to as differential pump P1) to rotate is engaged with the differential ring gear 38. The differential linkage pump P1 is a mechanical oil pump connected to the differential ring gear 38 of the differential device 20 via a pump drive gear 64 so as to be able to transmit power. When the differential ring gear 38 of the differential device 20 rotates, the differential linkage pump P1 is mechanically driven to rotate in accordance with the rotation of the differential ring gear 38. That is, the differential ring gear 38 functions as a rotational drive source of the differential linkage pump P1. The differential ring gear 38 corresponds to a rotating member that is interlocked with the drive wheels in the present invention, and the differential-linkage pump P1 corresponds to a mechanical oil pump in the present invention.
The oil is stored in the lower portion of the housing 40, and when the differential linkage pump P1 is driven to rotate, the stored oil is sucked up and discharged from a discharge port, not shown. The discharge port of the differential linkage pump P1 is connected to a pipe 66 (see fig. 4), and the oil discharged from the discharge port of the differential linkage pump P1 is pressure-fed through the pipe 66.
A mechanical engine-linked oil pump P2 (hereinafter referred to as an engine-linked pump P2) driven by the engine 12 is provided on the first axis CL1 at an end portion of the input shaft 23 opposite to the engine 12 in the axial direction. A drive gear, not shown, constituting the engine-linked pump P2 is connected to the shaft end of the input shaft 23, and the engine-linked pump P2 is driven to rotate in association with the rotation of the engine 12. Therefore, the engine 12 rotates, whereby the engine-linked pump P2 is driven to rotate, and the oil is discharged from the engine-linked pump P2.
In the power transmission device 10 configured as described above, the power of the engine 12 is transmitted to the left and right driving wheels 14l, 14r via the planetary gear device 24, the output gear 26, the intermediate shaft gear 28, the intermediate shaft 32, the differential drive gear 30, the differential device 20, and the axles 22l, 22r in this order. The power of the second electric motor MG2 is transmitted to the left and right drive wheels 14l, 14r via the rotor shaft 54, the power transmission shaft 34, the reduction gear 36, the intermediate shaft gear 28, the intermediate shaft 32, the differential drive gear 30, the differential device 20, and the axles 22l, 22r in this order. In the present specification, power is synonymous with torque and driving force.
The housing 40 of the power transmission device 10 is constituted by a cover shell (housing) 40a, an axle housing 40b, and a housing cover 40c. The axle housing 40b is open on both sides in the direction of the first axis CL1, a cover 40a is screwed to one opening of the axle housing 40b, and a housing cover 40c is screwed to the other opening of the axle housing 40 b.
A bulkhead 56 perpendicular to the first axis CL1 is formed in the axle housing 40 b. The interior of the housing 40 is divided into a gear chamber 58 and a motor chamber 60 by a partition wall 56, the gear chamber 58 accommodates various gears such as the planetary gear device 24, the output gear 26, the counter gear 28, the reduction gear 36, and the differential device 20, and the motor chamber 60 accommodates the first motor MG1 and the second motor MG2.
Hereinafter, lubrication of the bearing 62a which is housed in the gear chamber 58 and rotatably supports the differential device 20 will be mainly described. The bearing 62a corresponds to a portion requiring lubrication in the present invention.
Fig. 2 is a view of the axle housing 40b from the gear chamber 58 side. In fig. 2, the left side of the paper corresponds to the rear of the vehicle, and the right side of the paper corresponds to the front of the vehicle. The upper side of the paper surface corresponds to the vertical upper side in a state where the vehicle is mounted on a flat road surface. The first to fourth axes CL1 to CL4 shown in fig. 2 correspond to the positions of the rotation axes shown in fig. 1.
In the case 40, oil stored in the vertically lower portion of the case 40 is sucked up by the differential ring gear 38 (not shown in fig. 2) of the differential device 20, and is supplied to the gears and bearings housed in the gear chamber 58.
The axle housing 40b is provided with a cylindrical bearing support portion 72 protruding in the vertical direction from the wall surface 56a of the partition wall 56, and an oil supply hole 70 for supplying oil to the bearing 62a that supports the differential device 20 is provided in the outer peripheral surface of the bearing support portion 72. The oil supply hole 70 communicates with the bearing 62a, and the bearing 62a is lubricated by the oil flowing into the oil supply hole 70. The bearing 62a is fitted in the inner peripheral portion of the bearing support portion 72 (see fig. 5), and the oil sucked up by the differential ring gear 38 does not easily reach the bearing. Therefore, the oil flowing into the oil supply hole 70 can be supplied to the bearing 62a. The bearing support portion 72 corresponds to a cylindrical member of the present invention.
The oil discharged from the pipe 66 via the differential linkage pump P1 is delivered to the oil supply hole 70. Fig. 3 is an enlarged view of the periphery of the oil supply hole 70 of fig. 2.
In fig. 3, the diagonally hatched portion corresponds to a discharge position 68 where oil is discharged from the pipe 66. The discharge position 68 is located above and leftward (obliquely above) the oil supply hole 70. The front end of the tube 66 is located opposite to the discharge position 68, and the front end of the tube 66 is disposed so as to be perpendicular to the wall surface 56a of the partition wall 56. Therefore, the discharge direction of the oil discharged from the tip of the pipe 66 is a direction toward the wall surface 56a of the partition wall 56. The oil discharged from the tip of the pipe 66 collides with the discharge position 68 of the wall surface 56a of the partition wall 56 and then moves toward the oil feed hole 70. The reason why the oil discharged from the pipe 66 is not directly supplied to the oil supply hole 70 is that it is difficult to pass through the pipe 66 to reach the oil supply hole 70 due to space restrictions.
Since the discharge position 68 is located above the oil supply hole 70, the oil discharged to the discharge position 68 moves downward toward the oil supply hole 70. In order to efficiently guide the oil discharged to the discharge position 68 located obliquely above the oil feed hole 70 to the oil feed hole 70, the axle housing 40b is formed with a first rib 78 and a second rib 79 extending in the vertical direction from the wall surface 56a of the partition wall 56. The first rib 78 and the second rib 79 are disposed below the discharge position 68, and are arranged in a V-shape when the partition wall 56 is viewed in the vertical direction. The first rib 78 and the second rib 79 are integrally formed with the axle housing 40b by casting.
The first rib 78 and the second rib 79 are formed so that the interval between the ribs facing each other is larger as they are facing upward, so as to receive the oil flowing down from above, that is, the oil discharged to the discharge position 68. The oil supply hole 70 is formed at the position of the lower ends of the first rib 78 and the second rib 79, so that the distance between the ribs facing each other is smaller toward the lower sides of the first rib 78 and the second rib 79. That is, the oil supply hole 70 is formed so as to be sandwiched between the lower end portion of the first rib 78 and the lower end portion of the second rib 79. Thus, the oil discharged to the discharge position 68 flows along the wall surface 78a of the first rib 78 and the wall surface 79a of the second rib 79, and is guided to the oil supply hole 70.
However, since the differential-speed linked pump P1 is driven to rotate by the differential ring gear 38 linked with the drive wheels 14, the discharge amount increases with an increase in the vehicle speed V. Therefore, the oil pressure in the pipe 66 increases in proportion to the vehicle speed V, and the flow rate of the oil discharged from the pipe 66 becomes fast. If the flow rate of the oil discharged from the pipe 66 increases, there is a possibility that: the oil flowing along the wall surface 78a of the first rib 78 passes over the oil supply hole 70, resulting in a smaller amount of oil being introduced into the oil supply hole 70 than necessary.
In contrast, in order to reduce the flow rate of the oil discharged to the discharge position 68, the periphery of the discharge position 68 is surrounded by the wall surface formed by the axle housing 40 b. Specifically, a step 80 perpendicular to the partition wall 56 is formed around the discharge position 68 so as to surround the discharge position 68. Further, a barrier rib 82 that blocks the flow of the oil scattered from the discharge position 68 is provided below the discharge position 68 so as to surround the periphery of the discharge position 68. The barrier rib 82 is integrally formed with the axle housing 40b by casting.
The barrier rib 82 protrudes in the vertical direction from the wall surface 56a of the partition wall 56. The barrier rib 82 is inclined toward the vehicle rear side (left side of the paper surface) as it extends downward so as to surround the periphery of the discharge position 68 when viewed in the direction perpendicular to the partition wall 56. The height of the barrier rib 82 from the wall surface 56a of the partition wall 56 is set to be the same level as the height of the step 80. In this way, the periphery of the discharge position 68 is surrounded by the wall surface 82a of the barrier rib 82 and the wall surface 80a formed by the step 80. A gap 84 for guiding the oil discharged to the discharge position 68 downward is formed between the barrier rib 82 and the step 80 at a position lower than the discharge position 68.
By forming the wall surface 80a of the step 80 and the wall surface 82a of the barrier rib 82 so as to surround the periphery of the discharge position 68 in this way, when the oil discharged from the pipe 66 collides with the discharge position 68, the oil is scattered to the periphery, and collides with the wall surface 80a of the step 80 and the wall surface 82a of the barrier rib 82 surrounding the discharge position 68. In this way, the oil collides with the space surrounding the discharge position 68, thereby reducing the flow rate of the oil. Further, since the barrier rib 82 is provided, the oil scattered downward from the discharge position 68 collides with the barrier rib 82, and the oil is temporarily blocked in the enclosed space, whereby the oil repeatedly collides in the space, and the flow velocity of the oil is effectively reduced.
Fig. 4 is a schematic view showing the flow of oil when the oil is discharged from the pipe 66 toward the discharge position 68 of the partition wall 56. The arrows shown in fig. 4 indicate the flow of oil, respectively. Fig. 4 is a diagram schematically showing the flow of oil, and thus does not exactly conform to the shape shown in fig. 3.
As shown in fig. 4, by disposing the tube 66 in the vertical direction toward the wall surface 56a of the bulkhead 56 of the axle housing 40b, the oil is discharged from the front end of the tube 66 toward the discharge position 68. The oil discharged to the discharge position 68 is scattered around the discharge position 68 as indicated by an arrow. Here, since the periphery of the discharge position 68 is surrounded by the wall surface 80a of the step 80 and the wall surface 82a of the barrier rib 82, the scattered oil is temporarily blocked in the surrounded space, collides with the wall surface 80a of the step 80 and the wall surface 82a of the barrier rib 82 as indicated by arrows, and the flow velocity is reduced. The oil having a reduced flow rate moves downward through the gap 84 formed between the step 80 and the barrier rib 82.
The position and shape (size) of the barrier rib 82 are determined in advance by experiments or design, and are set so that the oil flowing out of the gap 84 is introduced into the oil supply hole 70 at a flow rate that does not pass over the oil supply hole 70. For example, if the position and shape of the barrier rib 82 are adjusted so as to expand the space surrounding the discharge position 68, the flow rate of the oil discharged from the gap 84 is reduced. The position and shape of the barrier rib 82 are adjusted in consideration of the above, so that the flow rate of the oil discharged from the gap 84 becomes an appropriate rate.
Returning to fig. 3, the oil whose flow rate has been reduced in the space surrounding the discharge position 68 moves downward through the gap 84 formed between the step 80 and the barrier rib 82, and moves downward from obliquely above (upper left of the drawing) the oil supply hole 70 along the wall surface 78a of the first rib 78. The oil moving downward along the wall surface 78a of the first rib 78 is guided by the first rib 78 and introduced into the oil supply hole 70 formed at the lower end of the first rib 78.
Here, the oil whose flow rate is not sufficiently reduced in the space surrounding the discharge position 68 may flow over the oil supply hole 70 at a position deviated from the flow toward the oil supply hole 70. In order to reduce the oil that passes over the oil feed hole 70, a split rib 86 is formed to split the oil flowing downward along the first rib 78 in the middle of the first rib 78, and to combine the split oil directly above the oil feed hole 70 and guide the split oil to the oil feed hole 70. The shunt rib 86 is integrally formed with the axle housing 40b by casting.
The flow dividing rib 86 is formed in a rectangular parallelepiped shape disposed adjacent to the wall surface 78a of the first rib 78 so as to extend along the wall surface 78a of the first rib 78 in the longitudinal direction, and the flow dividing rib 86 is provided so as to protrude in the vertical direction from the wall surface 56a of the partition wall 56. The height of the flow dividing rib 86 from the wall surface 56a of the partition wall 56 is lower than the height of the first rib 78 from the wall surface 56a of the partition wall 56. The oil flowing downward along the wall surface 78a of the first rib 78 collides with the upper end surface 86a of the flow dividing rib 86 to reduce the flow velocity. Further, a part of the oil moving downward along the first rib 78 is diverted to flow moving downward along a second surface 86c of the diverting rib 86, which will be described later. Further, the branched oil is merged directly above the oil supply hole 70, whereby the flow direction of the oil is changed to introduce the oil into the oil supply hole 70.
Fig. 5 is a diagram schematically showing the flow of oil that moves downward through the gap between the step 80 and the barrier rib 82 of fig. 4 until the oil is introduced into the oil supply hole 70 by an arrow. In fig. 5, the shape shown in fig. 3 is simplified and is shown in a perspective view, and the shape, size, and the like do not exactly match the shape, size, and the like shown in fig. 3.
In fig. 5, the oil discharged to the discharge position 68 located above repeatedly collides with the wall surface 80a of the step 80 and the wall surface 82a of the barrier rib 82, thereby reducing the flow velocity, and then moves downward through the gap 84 between the step 80 and the barrier rib 82. The oil that has moved downward from the gap 84 moves toward the first rib 78, moves downward along the wall surface 78a of the first rib 78 from obliquely above the oil supply hole 70 when reaching the upper side of the wall surface 78a of the first rib 78, and collides with the upper end surface 86a of the split rib 86. The oil flow velocity is reduced by making the oil collide with the upper end surface 86 a.
The upper end surface 86a of the diverting rib 86 is inclined upward as it goes toward the second rib 79 side. The flow dividing rib 86 includes a first surface 86b formed parallel to the wall surface 56a of the partition wall 56 and a second surface 86c formed in a direction perpendicular to the wall surface 56a of the partition wall 56 and facing the wall surface 79a of the second rib 79. By forming the split rib 86, the oil thus directed toward the oil supply hole 70 along the wall surface 78a of the first rib 78 is split into two paths. Specifically, the path is split into two paths: a first path L1 extending from obliquely above the oil supply hole 70, downward along the wall surface 78a, and guiding the oil supply hole 70; and a second path L2 that branches off in the middle of the first path L1 by collision with the upper end surface 86a, moves downward from the second surface 86c side, and is guided to the oil feed hole 70.
In fig. 5, an arrow shown by a solid line corresponds to the first path L1. The first path L1 is a path as follows: the oil moves downward from obliquely above the oil supply hole 70 along the wall surface 78a of the first rib 78, collides with the upper end surface 86a of the split rib 86, moves toward the first surface 86b, and guides the oil from the first surface 86b side toward the oil supply hole 70. The first path L1 is mainly formed by the first rib 78. The first rib 78 corresponds to a first oil guide portion forming a first path in the present invention.
In fig. 5, an arrow shown by a broken line corresponds to the second path L2. The second path L2 is a path as follows: the oil collides with the upper end surface 86a of the split rib 86 at the middle of the first rib 78, and the oil flows onto the upper end surface 86a and moves toward the second surface 86c, and the oil is guided from the second surface 86c toward the oil feed hole 70. The second path L2 is formed by the diverting rib 86. The split rib 86 corresponds to a second oil guide portion forming a second path in the present invention.
In a state where the flow velocity of the oil is low, the oil that collides with the upper end surface 86a does not flow onto the upper end surface 86a and moves toward the second surface 86c, but moves toward the first surface 86 b. That is, in a state where the flow rate of the oil is low, the oil is introduced into the oil supply hole 70 via the first path L1.
On the other hand, in the case where the flow rate of the oil becomes high, since the flow rate of the oil flowing in the first path L1 is high, the oil easily flows at a position deviated from the oil supply hole 70. Specifically, as indicated by the solid arrows in fig. 5, the flow of oil is deviated to the right side of the paper surface with respect to the oil feed hole 70, and thus the oil easily passes over the oil feed hole 70 without flowing into the oil feed hole 70. On the other hand, since the flow rate of the oil is high, a second path L2 is formed in which a part of the oil that collides with the upper end surface 86a flows onto the upper end surface 86a as indicated by the arrow of the broken line, and the oil is guided from the second surface 86c to the oil supply hole 70. In this way, when the flow rate of the oil becomes high, the flow of the oil through the first path L1 and the second path L2 is formed.
As shown in fig. 5, the oil flowing through the first path L1 merges with the oil flowing through the second path L2 immediately above the oil supply hole 70, and the direction of the oil flowing through the first path L1 is changed to guide the oil to the oil supply hole 70.
In this way, when the flow rate of the oil is high, the flow of the oil is divided into two paths, i.e., the first path L1 and the second path L2, by the split rib 86, and the oil flowing through the two paths L1 and L2 is merged directly above the oil feed hole 70, whereby the oil collides with each other to change the flow direction of the oil, and the oil is introduced into the oil feed hole 70. By thus making the oil discharged from the pipe 66 efficiently flow into the oil supply hole 70, it is possible to supply sufficient oil to the bearing 62a rotatably supporting the differential device 20, and to eliminate a lubrication shortage of the bearing 62a.
Here, the shape and size of the flow dividing rib 86 are determined in advance by experiments or design, and the shape and size of the flow dividing rib 86 are set to: when the flow rate of the oil increases, the flow of the oil is split into the first path L1 and the second path L2 at the upper end surface 86a, and the oil flowing in the first path L1 and the oil flowing in the second path L2 are merged directly above the oil supply hole 70 and guided to the oil supply hole 70. For example, by increasing the area of the upper end surface 86a of the flow dividing rib 86, the flow velocity of oil is easily reduced. Further, by adjusting the inclination angle of the upper end surface 86a, the flow rate of the oil flowing through the second path L2 can be adjusted. In addition, by adjusting the shape of the second surface 86c of the flow dividing rib 86, the direction of the flow of the oil in the second path L2 can be appropriately adjusted. This allows the oil flowing through the first path L1 and the second path L2 to join directly above the oil feed hole 70, and allows the oil to flow into the oil feed hole 70.
As described above, according to the present embodiment, the oil flowing in the first path L1 is split by the split rib 86, so that the flow rate of the oil is reduced. Further, the branched oil flowing through the first path L1 and the second path L2 merges directly above the oil supply hole 70, and therefore the oil flowing through the first path L1 collides with the oil flowing through the second path L2, and the direction of the oil flow is changed to introduce the merged oil into the oil supply hole 70. Thus, even if the flow rate of the oil increases, the oil flowing at a position deviated from the oil feed hole 70 can be reduced, and the flow rate of the oil introduced into the oil feed hole 70 can be suppressed from being smaller than the required amount.
In addition, according to the present embodiment, since the oil discharged from the differential linkage pump P1 driven to rotate via the differential ring gear 38 is supplied from obliquely above the oil supply hole 70 toward the oil supply hole, the flow rate of the oil discharged from the differential linkage pump P1 also becomes high in proportion to the vehicle speed. In contrast, since the split rib 86 is provided, even if the flow rate of the oil discharged from the differential linkage pump P1 increases, the oil can be efficiently introduced into the oil supply hole.
The embodiments of the present invention have been described in detail above with reference to the drawings, but the present invention can be applied to other embodiments.
For example, in the foregoing embodiment, the power transmission device 10 is of the FF type in which various gears and various rotation shafts are arranged centering around the four rotation axes CL1 to CL4, but the configuration of the power transmission device is not necessarily limited to this embodiment. In short, the present invention can be suitably applied to a power transmission device having a structure capable of guiding the oil discharged from the pipe 66 from the oil supply hole obliquely upward to the oil supply hole.
In the foregoing embodiment, the differential linkage pump P1 is driven by the differential ring gear 38 of the differential device 20, but is not necessarily limited thereto. For example, the differential linkage pump P1 may be driven by the intermediate shaft gear 28, and the present invention may be suitably applied as long as it is a rotary member that rotates in conjunction with the drive wheel 14. Further, the present invention is not limited to the case where the oil pump is driven by a rotation member that rotates in conjunction with the drive wheel 14. For example, it is needless to say that the oil discharged from the engine-coupled pump P2 may be discharged through the pipe 66 instead of the differential-coupled pump P1. In short, any mechanical oil pump that rotates at a high speed according to the traveling state can be suitably used.
The above-described embodiment is merely one embodiment, and the present invention can be implemented by various modifications and improvements based on knowledge of those skilled in the art.

Claims (3)

1. A power transmission device (10) for a vehicle, comprising a housing (40 b) provided with an oil supply hole (70), wherein the oil supply hole (70) is used for supplying oil to a part (62 a) to be lubricated, the power transmission device (10) for a vehicle guides the oil from the obliquely upper direction of the oil supply hole (70) to lubricate the part (62 a) to be lubricated,
the power transmission device (10) for a vehicle is characterized in that,
a first oil guide portion (78) and a second oil guide portion (86) are provided in the housing (40 b), the first oil guide portion (78) forming a first path (L1) for guiding oil from obliquely upward of the oil supply hole (70) toward the oil supply hole (70), the second oil guide portion (86) forming a second path (L2) for diverting oil flowing in the first path (L1) from midway of the first path (L1) and merging directly above the oil supply hole (70),
the first oil guide portion is constituted by a first rib extending in a vertical direction from a wall surface of a partition wall of the housing, the second oil guide portion is constituted by a split rib protruding in the vertical direction from the wall surface of the partition wall of the housing and formed to have a height from the wall surface of the partition wall lower than a height from the wall surface of the partition wall of the first rib,
the oil directed downward along the wall surface of the first rib collides with the upper end surface of the diverting rib.
2. The power transmission device (10) for a vehicle according to claim 1, characterized in that,
the oil flowing from obliquely above the oil supply hole (70) toward the oil supply hole (70) is oil discharged from a mechanical oil pump (P1), and the oil pump (P1) is driven to rotate via a rotating member (38) that is linked with a drive wheel (14).
3. The vehicular power transmitting apparatus (10) according to claim 1 or 2, characterized in that,
the portion (62 a) requiring lubrication is a bearing (62 a) fitted to the inner peripheral portion of a cylindrical member (72), and the cylindrical member (72) is formed with the oil supply hole (70).
CN202010527265.2A 2019-06-12 2020-06-11 Power transmission device for vehicle Active CN112081901B (en)

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